Engine



. Jan. 1, 1935. 1 E, T, WNCENT 1,986,545

ENGINE v Filed June 29, 1932 ATTORNEY.

' ber between the heads 37 and 37 the reduced chamber 42 shank portion 38 connecting said heads providing a chamber 42 through which the intake gases may pass. A port 43 communicates with the and permits the intake gas to ow into a passage 44 communicating with the cylinder intake ports 25 so that when said cylinder intake ports are opened by the sleeve ports 27 coming into registration therewith, the intake gas may ow into the engine cylinder. In the engine illustrated; the :intake-'gas consists 'oli' air which is ltaken.iint'o the cylinder, compressed. sandetlr'e compressed air ignites the fuel injectedtherein 25 is opened by the piston but is closed by the sleeve port lower edge. The port 24 is both opened and closed by the sleeve port lower edge. When reversing engine operation, the intake and exhaust port means are interchanged,v the pumping period and injection periods remain unchanged, and Figs. 3 and 4 diagrammatically illustrate in a crank diagram when injection begins (I. BJ, injection ends (I. E.), and when the pump delivery begins (P. B.) and when pump delivery ends (P. EJ. In the forward operation of the engine the pump delivery period takes place 'justl prior. to vthe injection period whereas in the reverse engine operation 'as illustrated in Fig. 4 the injection period takes place at a relaby the injection nozzle 24a. Following ignition?r -gfftily longer time after the fmish of the pump the fuel charge, the usual expansion stroke takes place after which the exhaust ports are opene* for exhausting the cylinder: ci;,theshurnedijfgasfff.y Preferably, the intake ports'fare. yopener azpiied termined time before through the .port 46 into ration rnanifolds.` "This is accomplished by'irnovng 'the vaiveiojmtoicneposiuonasshown-anne. 2. :En tl''sV position the JValve 3flea/dfi 3?* and 37' 'inl cotill-I eration with thefsiiazik 'Gfgvide1achamber 142i'u in` ycominun-ifcatioti -*withe' :intake passage 28.

" new commuhicafesiwie the'pass'age-esfthrdugii the 4'6'arid'the"valvefchainber 3d belowth'e valve llead `3'7 'form;imnicates with the passage 44 byuneans of A"portfl passagef44nowbeooinesthe-exhal1stpassage the? exigirle and i' the passage 45 becomes-theintakepassaga'fand cylinderf'pdrts 24 become intakeports vrand cylinder portsr become-exhaust ports;- i'The' enginecyclicalf events are the ksame Jbutthe' 'exhaust gasesy are exhausted through the branch 32. The reversing'of these A'intake and A" ei'rhau'st' lpassages `permitsithe rverse of fthe engine rvcyc'licalff"events on starting ythe e'n'g1ie' in "zfi.freversedire on* Y jn;mult-cylin'dererigines; vchainbe A44"an"d 445' preferably extend 'longitudinally of1` the" engine to connect/ all Athe 'engine vcylinders :to the intake IV preferably-einplo'yj'ay common rail variable presvsure fuel` suppl y system including arail-"fconnections '511] connecting the `-rail tof each of said injection iins1;1umentantieszearzand a; 'fuerfpui'np 52-'ffor supplying fuel under pressure'to ithefrail ffrom tank, orfreservir 53; dlpumpybeig Operativas-'driven by ifhiehge crankshaft 154 through -a suitable 'transmission' *sofas ldescribed and claimed l'in my fco-pendingapplication, {Seriar Np. '479336, fuedseptembers, rasoi-iin which the fuel l atomi:zing devices providedfwith-afvalve that isj'mechanically' n trolled *foi .oper'1 ing"and closed lin `response to 'a lpredettermlned Ipressure inf-Figs. sand 44 I have illustrated a 'timing diagram vfor. forward 4and 1 reverse enginefoperation. It lwill be 'noted that 'the'fopening period ,0f Said ports isnot'variediwithrespet trank 'shaft' angle andalsothe p idelivelyreriod is :not altered. "the 'forwardjpperatio of "the vengine 'the `sleeve valve actuatingric'nk 'adport the-exhaust ports are closed@ whereby to permit the air 'and to scavenge the same. t forced out through the iig-reihe' f fstrhoke. This means that in reverse engine operation the fuel pressure in the fuel supply sys- L tem m1-.1st bemaintained for a longer period of vrmeth'an forward engine operation as shown 1n`the diagram illustrating a single cylinder cycle. "In fa multi-"cylinderengine a relatively less difference-in the time interval will be present though it i`s`possib`1e to so time a muni-cynnder engine vthat no? appreciable difference willfbe present. Iind-ihoweveriazhatv'such.fa' variation' does not materially alter the "l operating .eiciency :of fthe engine in which is employed a. common rail `vae riablepressurel `fuel-supply system. Itwill Lbe noted-that the injection period forward operation of the engine "(herein illustrated :as a. single-"cylinder engine) vopensla number lof degrees ahea'd of top dead center piston position vand closes a few degrees "aftertopde'adl'center piston position@v If desired, -I "may commence `injection as highfas 125 before top dead center land close as'low-as 'past-top dead `center piston position. Inengines of `this character it isV usuallyprcferable to provide an injection periodo'f approximately '30 of crankshaft rotation, but obviously this period may bev varied if so'de'siredandthe timeof opening and closing may `be Ealso varied as found 1 desirable. In engines -of `this 'character'jmeans are 'generally provided v for adjusting the injection periodand this adjustment may beeniployed if so desired -tovary the opening and closing of the injection period when 'the engine is reversed-so as tfobtain better'eciency in reverse than i'f'jthe injection period had been "left uncl'ianged.L Since the engine isoperated a majorv portionpfthe time'forwardly, the'timng of the injection period `preferably arranged 'to favor forward 'engineoperation Preferably, the sleeve valvefrneans isadvanced with respect-to the piston" by setting the 'valve crank inv advance ofthe power pistons crank. Y Y i It will be'noticedbvv observing Figs. 5 and 6 that very little change in valve opening area takes place when lthe valve C is operated to reverse the direction o'f the intake and Yexhaust', gases. 'These figures; which diagrammatically illustratethe port vareaas Aplotted against crankshaftangle show verylittlevariation'and in practice I nd that this variation is substantially negligible'for all practical'jp'urposes. It vwill be noted that lthe construction herein illustrated andv described provides an engine that be easily reversed infoperation withfa, minimum fof-efort N o vcomplicated-mechanism is eimiloyedV for changing the timing of the various operating accessoriesassociated with-said engine since the,l particulartype of englne'with which I have "incorporated my'inventicn, I find that the reversing ofthe intake and 5exhaust ytakes ed with the crankshaft, a'manfold structure havplace with a negligible variation in the timing of other associated engine parts.`

Itwill be apparent to those skilled in the art `to which my invention pertains that various modiiications and changes maybe made therein with-f out departing from the spirit of my invention or fromI the scope of the appended claim.

ing intake and exhaust gas conducting means, and valve means associated therewith for selectively connecting said cylinder ports with either of the manifold intake and exhaust gas conducting means whereby to permit forward and reverse operation of theengine, the relative positions of the elements of saidufuel supply system with respect to the crankshaft remaining unchanged for forward and reverse engine opel-af 10 tion. l 4

EDWARD ',I. VINCENT. 

